All posts by Jim Dvorak

Managing Director of SOEC since 2005. Veteran of the Southern California automotive scene. Involvement with Saleen dates back to the mid 1990s.

TURNOLOGY: WORLD CHALLENGE RACING ON A SHOESTRING

By: TOM WILSON on December 19, 2018
Original Article: TURNOLOGY.COM

What Baer Taught the Fox: World Challenge Racing on a Shoestring
What Baer Taught the Fox: World Challenge Racing on a Shoestring

If you were a car guy, the late 1980s were like coming in out of the rain. The horrid malaise years of the later ’70s and early ’80s were over and Detroit was finally making new cars that ran as well as the famous but by then thoroughly tired ‘60s iron. Better yet, computer engine controls were offering new paths to power to those willing to learn the new ways of tuning.

As the ’80s closed and the ’90s opened, in Carrollton, Texas a young, hard-working Hal Baer had paid his street and racing dues sufficiently to set up his own shop under the Baer Racing banner. Originally from Tucson and eventually to return to Phoenix, Hal Baer was in the Lone Star State alongside some friends to build cars and make his fortune. One of those friends was Bart Spivey, another budding engineer and also from the wilds of Tucson.

Left: Today the “teal car” has pride of place in the Baer Brakes offices. It’s pretty difficult to ignore your history when it’s sitting right there in the workplace.
Left: Today the “teal car” has pride of place in the Baer Brakes offices. It’s pretty difficult to ignore your history when it’s sitting right there in the workplace.

Together the two could be found smoke wrenching roll cages together and making gear swaps during the day at Baer Racing, then servicing the plumbing shop’s trucks from across the way in their industrial park at night. If that wasn’t enough, Hal had a powder coating business on the side, although with both days and nights spoken for, just what side of the clock that business was on is a mystery.

It was “maniacal” to use Hal’s description. Aside from the Gulf War, the economy was up and running and everyone in the car biz was busy and forward-looking. Fresh, new hardware was hitting the streets and electronic tuning was budding, but it was still early enough the internet was a few years from practical application and no one was so much as dreaming of electric cars. No fewer than four magazines would soon be covering just 5.0 Mustangs, along with more rags detailing the growing sport compact scene, not to mention the legions of a traditional street and muscle machines that backbone the car hobby. Hal was up for getting his share of the action, but he had to get noticed.

Right: The only Ford to sit on a World Challenge pole or win a race, the Baer Racing Mustang punched well above its weight. Like the Saleen Mustangs before it in the Escort Series the Baer car is one of a handful of Fox Mustangs to win in professional racing.
Right: The only Ford to sit on a World Challenge pole or win a race, the Baer Racing Mustang punched well above its weight. Like the Saleen Mustangs before it in the Escort Series the Baer car is one of a handful of Fox Mustangs to win in professional racing.

And so, busy as he was, Hal Baer decided to go World Challenge Racing. Recently he had crewed in the short-lived Corvette Challenge road races as well as done his own Formula Ford driving, so road racing was a natural.

Sanctioned by the well-established Sports Car Club of America (SCCA), World Challenge was designed as a manufacturer’s playground at its highest level, with well-heeled amateurs filling out the back of the grid. But that’s not what Hal noticed. Rather he saw an opportunity to wrench together an attention-getting race car from the sweat of his brow and run it against the big boys. First considering a Corvette—easily the most logical V8 sports car to go road racing with—Hal quickly set such thoughts aside in favor of a more proletarian Mustang. Everyone was running ‘vettes, a 300ZX or a Lotus in the World Challenge A class, so he figured on standing out with a Mustang. Besides, he had been driving and wrenching his own personal ’69 fastback for years by then, so sticking close to the blue oval felt like home. And most importantly of all, “We couldn’t afford a Corvette.”

It wasn’t necessary to go far to find a workable Fox race car in those days, and Hal quickly bought an ’87 LX hatchback in drag racing trim that he found in a Fort Worth junkyard for $600. In fact, Hal discovered he knew the car from when it was new in the Dallas area, and how it had quickly turned into a street-strip car and then some before Hal had lost track of it. A fairly radical drag race car by 1990 standards when he bought it, the chassis gave Hal a small head start of fabricating it into a road racer.

Ironically, the “teal car” spent two-thirds of its racing years in white. The minimalist nature of these street-turned-race cars is suggested in this during-service photo. Not unusual, a T-5 transmission is either going in or out of the chassis.
Ironically, the “teal car” spent two-thirds of its racing years in white. The minimalist nature of these street-turned-race cars is suggested in this during-service photo. Not unusual, a T-5 transmission is either going in or out of the chassis.

Because he was going pro racing, the car got the full treatment from day one. In fact, it got a little bit more than the full treatment as the SCCA was willing to look the other way, “because we were dumb enough to race a Mustang at the top level of World Challenge.” The sanctioning body knew the cheap, flexi-flyer Mustang with the small 302 engines, sketchy suspension and shoebox shape was no threat to Corvettes so they were willing to let Baer Racing take a few liberties to add a little variety and populism to the top World Challenge class.

“They let us run the 3-link and bigger brakes—they were Brembos at first—up front. We over-caged the car [got it good and stiff], snuck in some front suspension tricks concerning Ackermann and other little stuff no one knew enough to check or care about,” says Hal.

Boris Said III made his entry to pro racing in the Baer car. While a difficult debut due to under-funding, the effort certainly helped him get noticed. Eventually, Boris would race almost anything with four wheels from Baja to NASCAR, Le Mans to Daytona.
Boris Said III made his entry to pro racing in the Baer car. While a difficult debut due to under-funding, the effort certainly helped him get noticed. Eventually, Boris would race almost anything with four wheels from Baja to NASCAR, Le Mans to Daytona.

Of the special mods, the 3-link rear suspension was the big deal. Fox Mustangs suffer from a nasty, compromised 4-link rear suspension from Ford that’s just impossible. When the stock suspension compresses, the geometry between the upper and lower links gets increasingly antagonistic. Ultimately the suspension binds, effectively turning the rear axle into a giant sway bar which is what gives a Fox its bar-of-soap-on-the-shower-floor handling. While fiddling with bushings and stiffer suspension arms gave a limited improvement on the street, Hal knew only a complete rear suspension redesign would suffice for wheel-to-wheel racing.

Simply put, Hal’s choice was to eliminate the two upper control arms in favor of a single arm centered above the differential. We drove this rear suspension in Richard Holdener’s Baer Racing Fox Mustang to a Second in class finish in December of 1994 in an SCCA regional race and it handled superbly. Certainly, the 3-link was the foundation of the World Challenge car used to such good effect, especially when the combination gained a supercharger.

If the chassis was a cut above the Mustang norm, the team’s finances were not. Even given the crushing time constraints he and Bart faced, Hal, said, “the real issue was no money. We bought stuff one at a time, as in we’d buy one front caliper, then two weeks later the other front caliper, that sort of thing. We were in so far over our heads but didn’t know it.”

In fact, this triumph of wild enthusiasm over reality was common to many a Mustang story in the go-go ’90s. After two decades on the pro racing sidelines, the Mustang did not have any continuity to its 1960s factory glory days, and the new generation of enthusiasts didn’t really know what they were up against when wheeling onto a pro grid.

But Hal and Baer Racing were soon to find out.

Battered but in front of Corvettes—at least at the moment—this scene summarizes the Baer Racing experience. The Mustang sure looks like a taxicab compared to the low and wide ‘vettes. Typical of Chevy racing, the plastic bowties were “super low and wide, not like a production Corvette at all,” according to Hal Baer.
Battered but in front of Corvettes—at least at the moment—this scene summarizes the Baer Racing experience. The Mustang sure looks like a taxicab compared to the low and wide ‘vettes. Typical of Chevy racing, the plastic bowties were “super low and wide, not like a production Corvette at all,” according to Hal Baer.

As 1990 became 1991 the Baer Racing World Challenge Mustang had taken shape and was ready to contest the ’91 season. A young gun, Boris Said, came on board to pilot the new car and borrowing a friend’s ’76 F-150 Super Cab and an open trailer Baer Racing hit the road. In fact, this same rig would carry the Baer car through the ’91, ’92 and ’93 World Challenge seasons. “We made every race,” Hal recalls. That, by itself, is worth an award of some sort.

If the new team was no direct threat to the factory-supported Chevys or mid-engine Europeans or high-tech Japanese cars, in the best Mustang tradition it proved “good and durable, except for the engine and transmission. We kept changing the engine for power; we didn’t realize how little power we had…” and, “didn’t realize how cheated up the factory stuff was.” Plus the spindly T-5 transmission was hopelessly over-matched by the task at hand.

As old Fox hands recall, the T-5 transmission was light and smooth shifting on the street, but suffered bent shift forks and stripped Third gears at the hands of power-shifting drag racers, not to mention what full-blown road racing would do to them.

Because that was all there was, Baer Racing fed the World Challenge car a steady diet of T-5’s with .85 Fifth gears. “We went through those things like popcorn. Especially when supercharged,” recalls Hal. In fact, the team went into the longer races knowing the transmission was going to fail.

And there was always the shoestring budget. “Lorenzo motors, they came in plastic crates. Ours came out of junkyards. We built our own motors,” using, “stock blocks, stock A9L computers…we were probably 80 hp down just from inefficient tuning.”

“We were a way-underfunded deal the whole time. Doc Bundy [Chevy-backed Corvette driver] once came over and said, ‘Our catering budget is more than your entire weekend.’ But everyone loved the car. It was the underdog. [It] probably wasn’t perceived as a threat to anyone, but it did way better than it should have.”

“In ’92 the Ford skunk works had an early ‘93 Cobra at Road America and it qualified in 53rd behind a Subaru, and we were on the pole. This got Ford interested [back when you had to be a factory team to get any support] and they asked what would happen and we said it was a three-hour race and the car will go out and blow up the transmission in 15 minutes.”

One of the more famous photos of the Baer Mustang leading the way through the Road Atlanta esses was made into a poster. The hard work racing definitely helped legitimize and promote the Baer name when it turned to brake manufacturing.
One of the more famous photos of the Baer Mustang leading the way through the Road Atlanta esses was made into a poster. The hard work racing definitely helped legitimize and promote the Baer name when it turned to brake manufacturing.

“So they said they would hook us up with Don Walsh, the Ford SVO driveline expert. And we told them we were already getting T-5’s from Don by the pallet load. I’d put them in my street car for 500 miles just to wear them in.”

“So the trans blew up in 15 minutes, and not just a little, but enough to blow out the front and rear seals.” That motivated Ford to get Baer Racing something stronger, and what they got was a Tremec T-56 out of a Viper. “It wasn’t optimum gearing and it was heavy, but it didn’t break,” notes Hal.

To show what sort of shenanigans a factory can pull, after Ford went sniffing around for a stronger gearbox, Borg Warner, who owned Tremec, asked Dodge if they could supply the Viper transmission to Baer, and they agreed. To cover its tracks Borg Warner ground the “Viper” out of the transmission housing casting and Bart made a custom bell housing for it. “And that’s the transmission that’s still in the car,” says Hal.

As for engines, the team kept two on hand, both sporting stock short-blocks. “The second short-block [Richard] Holdener found in a junkyard with a broken head stud,” said Hal. To provide the freshest internals Hal pulled the oil pan and, “I turned the rod bearings upside down. I also put some top rings in it and that was that.”

“Both engines were the same,” explains Hal, “decked so the pistons hung out .005-in. and with ½-inch head bolts which were probably a mistake as it would pull the blocks apart.” The cylinder heads were TFS units; the camshaft a solid roller from Crane.

It wasn’t long into the debut ‘91 season when it was beyond obvious the Baer Mustang was far down on power. So the SCCA agreed to a supercharger to help even things up in the early summer of ’91 at the Denver race, and the racer remained supercharged for the rest of its days through ’92 and ’93. The blower was somewhat the work of Todd Gartshore, who had just moved from Corky Bell’s Dallas-based Cartech turbo outfit to Jim Middlebrook’s brand new Vortech outfit in California. He talked his new boss into sending Baer an A-Trim unit which certainly didn’t hurt Vortech’s visibility or Baer’s power curve. Later Gartshore left Vortech and partnered with Hal to form Baer Brakes until Todd’s death in 2011.

Those early A-Trim Vortechs, “…were noisy but strong. The blower was durable. Very. We never hurt it, never sent back to have the bearings checked. They made a lot of improvements since then, but it was always durable.” And just to prove how hard Baer Racing was trying, the Vortech was pullied for 11 pounds of boost on top of the engine’s 11:1 compression ratio. The fact that the engine didn’t instantly die of black death is a testament to both the adiabatic efficiency of the Vortech and high-octane race gas.

Left: Sponsorship logos are few and distantly spaced on the teal car. Borg Warner finally supplied a transmission that would live—the T-56—while Ronal basket weave wheels were super popular on Foxes. Extrude Hone, an industrial tube and pipe shaper did good business smoothing and re-contouring 5.0 HO intake manifolds.
Left: Sponsorship logos are few and distantly spaced on the teal car. Borg Warner finally supplied a transmission that would live—the T-56—while Ronal basket weave wheels were super popular on Foxes. Extrude Hone, an industrial tube and pipe shaper did good business smoothing and re-contouring 5.0 HO intake manifolds.

One reason Baer Racing’s Mustang made such a splash was its driver, Boris Said. While Hal was an accomplished amateur road racer, Boris was an up-and-coming talent with pro aspirations and an exceedingly heavy right foot. He ended up driving the Baer car for every race for all three years the car ran, except for Road America in ’92. Boris had a commitment to the German Touring Car Championship that weekend and his replacement that one time was Andy Pilgrim, a long-time Corvette, and World Challenge driver Hal had known for years.

This was also the one time the car ran on Goodyear rubber due to Andy’s contract with the American tire manufacturer. Otherwise, Yokohama’s were in the wheel wells because of Boris’ contracts. Hal says the Goodyears were definitely faster, “about 1.5 seconds per lap (!)” but would go off after anywhere from 50 minutes to an hour and a half. “But the Goodyears were quick enough they’d just came back to where the Yokohamas were,” so the American tires and the teams running them were never at a disadvantage.

Down on power plus at aerodynamic and tire disadvantages, Boris had his work cut out for him. “He deserved a better ride,” recalls Hal. “He got poles and fastest laps but the car wasn’t competitive or reliable over a race distance.” That doesn’t mean he didn’t try. A young tiger, Boris was constantly looking inside himself for more speed and, of course, the frustration of it all led to moments, “but we lasted all three seasons,” said Hal.

Right: Vortech stepped to the front of the centrifugal supercharging pack seemingly the first day they went on sale in 1990. Modern design, efficiency and above all, robust reliability made them an instant favorite. Vortech reliability was likely never better demonstrated than on the Baer World Challenge racer.
Right: Vortech stepped to the front of the centrifugal supercharging pack seemingly the first day they went on sale in 1990. Modern design, efficiency and above all, robust reliability made them an instant favorite. Vortech reliability was likely never better demonstrated than on the Baer World Challenge racer.

Of course, the experience of working for it in the Baer car helped Boris develop, and he went on to a winning career in international sports cars plus 54 starts in NASCAR’s headline series.

While the Baer Racing Mustang certainly gained its share of publicity the two years it ran in white and sometimes labeled as a Saleen SC and carrying a Saleen body kit, today it’s best remembered as the teal BluBlocker sunglasses car of its final 1993 season. If nothing else, the livery is a standout scheme, and we’ve had a couple of decades to remember it that way as Hal has kept the car in its final as-raced form in the Baer Brakes showroom.

At the time the BluBlocker sponsorship was a major step up for Baer Racing, “so we tried to run three cars [in all three World Challenge classes],” recalls Hal. “That was a mistake, I should have run one car and bought a motor program and won the championship.” He’s no doubt correct as the Baer team finished Third in the ’93 championship—their best result—and certainly would have done better with a stronger engine program.

In fact, Baer Racing had built two other World Challenge Mustangs for the lower World Challenge classes. One for ex-amateur motocross racer and Bondurant instructor Spencer Sharp (son of Scott Sharp and grandson of Bob Sharp of BRE Datsun fame) and journalist-racer Richard Holdener. This was on top of building six hardcore Mustangs for the Bondurant Pro Search program along with running the BluBlocker car. It was all too much for too little.

By the end of the ’93 season, the effort had run its course. Hal, Bart, and friends were worn out, Boris was ready to move up and it was time for Hal to quit hemorrhaging money and try to make some for a change. So the racer was parked and Hal brought in Todd Gartshore along with third partner Robert Sommers to incorporate Baer Brakes in January of ‘94.

The focus on brakes was natural for Hal. In the late ‘80s he had been introduced to the Australian PBR twin-piston caliper used on the Corvette. This is the brake that ended up on the World Challenge car, and Hal was, “buying them $48 for a full caliper load. We were putting new ones on every two races, so the old ones went on my [‘69] Mustang.” This supply of used PBR calipers quickly over-ran Hal’s Mustang’s ability to consume them and with a little bracketry magic, the PBR’s soon became a stable addition to the street Foxes coming through the Baer Racing shop. When the racing stopped and it was time to get into brake business, PBR was the bedrock of Baer’s first offerings before they branched into making their own.

So, was all the World Challenge work worth it? “I wouldn’t go do it again!” said Hal with emphasis, but then he quickly noted, “It certainly gave us a name…a subterranean culture deal… [It] helped when starting Baer Brakes. But obviously, there are way better ways to make money!”


Tom Wilson
Infatuated by things that make noise and go fast, Tom has been writing about cars and airplanes for over 35 years. So far that’s meant a decade editing Super Ford magazine, plus long associations with Road & Track, MSN Autos and more lately Kitplanes magazine. It’s also meant some SCCA racing and a lot of fun sampling everything from Trans Am cars to F1 chassis as part of “work.” Besides the racing hobby Tom enjoys flying his biplane, plinking tin cans and messing around with telescopes.

[Source: Turnology]

VIDEO: DOUG DEMURO REVIEW & WALK AROUND OF 2003 S7

From our friend Doug DeMuro.

Published on Mar 28, 2019
GO READ MY COLUMN! http://autotradr.co/Oversteer

CHECK OUT CNC MOTORS!
http://www.cncexotics.com
http://www.instagram.com/cncmotors
patrick@cncexotics.com

The Saleen S7 is the craziest supercar we don’t know about. Today I’m going in depth on the Saleen S7, and I’m taking you on a tour of the S7 — and showing you all the quirks and features of the Saleen S7.

FOLLOW ME!
Facebook – http://www.facebook.com/ddemuro
Twitter – http://www.twitter.com/dougdemuro
Instagram – http://www.instagram.com/dougdemuro

DOUGSCORE CHART: https://docs.google.com/spreadsheets/…

[Source: Doug DeMuro via YouTube]

SALEEN LAUNCHES S1 CUP SERIES

SALEEN RETURNS TO AUTO RACING WITH LAUNCH OF SALEEN CUP SERIES

High-performance vehicle manufacturer partners with SRO Motorsports Group
to introduce with world’s first professional-level “arrive-and-drive” series,
designed to showcase new Saleen 1 model

Five-race schedule will coincide with Blancpain GT World Challenge America,
June 7 to Oct. 20, 2019

AUSTIN, Texas (March 1, 2019) – One of the most successful marques in GT racing history is returning to motorsports with the introduction of a single make series designed to showcase the world’s newest turbocharged mid-engine sports car.

Steve Saleen with Saleen 1 Cup car
Steve Saleen with Saleen 1 Cup car

The Saleen Cup, which was announced today during a press conference at Circuit of the Americas in Austin, Texas, is being presented via a partnership with SRO Motorsports Group, and will run concurrently with the Blancpain GT World Challenge America. The single-make series invites drivers to be among the first in the world to experience the Saleen 1 on five iconic race tracks throughout the U.S. As the first-ever professional qualify “Arrive-and-drive” series, the five events will be supported by 20 track-ready cars maintained, prepped and transported to race venues by Saleen – offering prospective drivers and enthusiasts a turnkey, once-in-a-lifetime racing opportunity – plus a chance to win a factory seat in Saleen’s GT4 entry throughout the 2020 season.

“I am very pleased to welcome the Saleen 1 Cup Series to the Blancpain GT World Challenge America schedule for the 2019 season,” said Stephane Ratel, founder and CEO of SRO Motorsports Group. “The Saleen name is instantly recognizable to every race fan and I have fond memories of the wonderful S7-R competing in the FIA GT Championship more than a decade ago. The new Saleen 1 is an exciting new project for the brand and the “arrive-and-drive” concept is the ideal way to showcase it al some of the most iconic circuits in the United States. I look forward to the inaugural event at Sonoma Raceway in June.”

2019 Saleen 1 Cup
2019 Saleen 1 Cup

“The Saleen Cup is the next chapter in our company’s return to motorsports,” and Steve Saleen, CEO and founder of Saleen Automotive. “Racing is in the DNA of everything we do at Saleen. The technology and design of the new Saleen 1 model is a direct result of extensive track-testing and development, so it’s only natural that the new model makes its debut on some of the most iconic racetracks in America.”

“Racing one of our cars on these legendary tracks will change your life – not to mention the way you look at driving – forever,” added Saleen. “The Saleen Cup Series gives racers and mainstream enthusiasts this unforgettable experience and serves as the ultimate proving ground for the Saleen 1.”

Gabriele Cadringher recently joined Saleen as director of motorsports and will lead the Saleen Cup. The former technical director and consultant for FIA and Grand-Am will use the five-race events to further hone the track capabilities of the Saleen 1.

Uniquely, the Saleen Cup is open to standard “D” licensed drivers, and offers a distinct professional-level racing experience, in which each car is equally prepared and maintained in-house, including back-up cars, plus transported to each race event. The Saleen Cup also features two racer teams, which can split the cost for participants and offer more affordable racing opportunities. At the conclusion of the five-race series, category champions in the Saleen Cup will secure a factory seat driving in Saleen’s GT4 entry for the entire 2020 season.

The Saleen Cup will consist of five racings scheduled for the second half of the Blancpain GT World Challenge America, and kicks-off at Sonoma Raceway in California Wine Country in June. Drivers who are able to compete in the five races through October 20 are now being actively recruited. Information on the Saleen Cup is available at www.SaleenCup.com:

  • Sonoma Raceway (Calif.) – June 7-9, 2019
  • Portland International Raceway (Ore.) – July 12-14, 2019
  • Watkins Glen (NY) – August 30 – Sept. 1, 2019
  • Road America (Wis.) – Sept. 20-22, 2019
  • Las Vegas Motor Speedway (NV) – Oct. 18-20, 2019

Saleen’s innovative Saleen 1 model was recently unveiled as a major breakthrough for the venerated high-performance vehicle manufacturer, headquartered in Corona, Calif. Boasting innovative chassis design and performance influenced by Saleen’s legendary S7 supercar, the 450hp turbocharged 2.2-liter, four-cylinder Saleen 1 marks the latest in the company’s Saleen Original line.

For more information on the Saleen Cup, visit www.SaleenCup.com. For more information on the Saleen 1 model, visit www.Saleen.com, or follow Saleen on social media using Facebook at Facebook.com/Saleen , or by using @Saleen on Twitter and @Saleen on Instagram.

Click here to participate in the discussion.

[Source: Saleen Automotive]

SPECIAL ORDER S302 YELLOW LABEL (17-0091) HITS eBay

Price: BID
VIN: 1FA6P8CF6H5259858
Vehicle Title: Clear
Year: 2017
Make: Ford
Model: Mustang
Trim: S302 Yellow Label
Sub Model: Saleen
Body Type: Coupe
Number of Cylinders: 8
Engine: 5.0L 302 Supercharged
Fuel Type: Gasoline
Transmission: Manual
Exterior Color: Yellow
Interior Color: Charcoal
Mileage: 4,500
For Sale By: Private Seller
eBay #: 153365304562

17-0091 S302 Yellow Label
17-0091 S302 Yellow Label

I’m original owner. Never tracked 2017 Saleen S302 Yellow Label (supercharged) with all saleen options.

Special Order car based on a 2017 California Special package equipped Mustang GT coupe. Not the typical GT Premium equipped chassis that most Saleen Mustang conversions use.

Over 700hp by Saleen Automotive.

FABULOUS FORDS FOREVER! AT ANGELS STADIUM: SUNDAY, APRIL 14, 2019

Fabulous Fords Forever 2019
At Los Angeles Angels Stadium in Anaheim

* Registration for the 2019 show will open in January 2019.
* Bring your Saleen — no matter its condition — to the largest non-judged show of its kind in the world!
* Pre-Register — you can do so online or download a form at fabulousfordsforever.org

SATURDAY, APRIL 13:
You can help with goody bag stuffing in the morning — more information to come. A complimentary lunch will be served to volunteers.

Club Members: Join us for a members-only dinner event — RSVP Required for each person in your party — Send an email to jimd@soec.org for more info. Casual attire, pay-your-own meal and expect to pay $12-20-plus for your meal per person. Space is limited, and spouses (or significant others) and family are welcome. We expect a group of about 50 people. More info to be announced.

34th Fabulous Fords Forever
34th Fabulous Fords Forever

SUNDAY, APRIL 14:
We could use some volunteers to help with parking to arrive at 5:30 a.m. Please text Jim D. at 714-580-3572 with your name and who will be coming into the gate with you. You must have your vehicle registered for the event to drive in; otherwise you will have to park in the spectator lot.

We’ll do an early morning cruise to Angels Stadium (see lower map below) — Steve and Molly are expected to attend — unsure if they’ll do the cruise, but if you want to cruise to Angels Stadium, meet at Saleen at 7:45 a.m.; planned departure by 8:00 a.m. Everyone’s invited. You must be pre-registered for the show and have your confirmation card hanging from your rear view mirror as you enter the Stadium gate.

We might need additional helpers starting at 7:00 a.m., so if you arrive early, please let Jim D. know you can help and we’ll give you a vest or a task to help with.

After the event, a group of us will have an early dinner (often we dine with Liz and Steve) before hitting the road. Again, text Jim D. to be put in the loop on that.

Los Angeles Angels Stadium in Anaheim

More information on Sunday’s event itself and Facebook links at:
* http://fabulousfordsforever.org
* https://www.facebook.com/FabulousFordsForever

Click here to participate in the discussion.

VIDEO: ‘RAITI’S RIDES’ WALK AROUND OF 89-0356

From our friends at Raiti’s Rides.

Published on Dec 18, 2018

This 1989 Saleen Mustang is a time machine to the past. It is owned by the original owner with less then 13,000 miles on the odometer. Steve Saleen engineered these Mustangs to be track weapons! From suspension upgrades, chassis stiffening, and a ton of other changes. Find out all the details of the 1989 Saleen Mustang!

[Source: Raiti’s Rides via YouTube]

SALEEN AUTOMOTIVE SHAREHOLDER RELEASE

November 2018

We would like to provide you with our latest update of what has been happening with Saleen Automotive. To start with, I am very grateful to all of you, our shareholders, as well as our employees, suppliers, and friends who have supported us and allowed the company to get to where it is today.

SALES AND PRODUCTION

During the first half of our fiscal year, we have had exciting new developments in our Signature Car line:

● 2018 newly designed Mustang Model production began in February 2018
● S7 Lemans Edition deliveries began in July 2018
● Debut of the Saleen STX Street Sport Truck and the Saleen XR Off-road Sport Truck, with production starting in March and August 2018, respectively
● Debut of the Saleen 35th Anniversary Mustang 2019, with production starting in September 2018

In the first half of this fiscal year, we began production of our new 2018 Saleen Mustangs and two new Saleen High Performance Sport Trucks (street and off-road models). All of these new Saleen vehicles have been very enthusiastically received by the public and the automotive press. This marks the first time in several years that Saleen has had two different vehicle programs in full production at the same time. As a result, we expect increased revenue growth in the upcoming year.

We have successfully begun delivering our LeMans S7 Supercars in a limited production run. These new supercars have a 1,500 horsepower engine. Additional deliveries of the S7 Supercars are anticipated by the end of this calendar year and will add top line revenue.

We unveiled our newest supercar, the Saleen 1 at the LA Car Show and received overwhelmingly positive responses from the automotive press and car enthusiasts. We are continuing to work on the engineering, design and development of the Saleen 1 in order for it to be ready for production later this year. In April of this year, we renewed our agreement with our Chinese partner to continue the engineering, design and development of the Saleen 1 and received an advance on the contract of $1.9 million.

Over the past year and continuing on in this fiscal year, we have entered into arrangements with new dealers and expanded our relationships with existing dealers. We have experienced increased social media presence and increased fan base.

In August of this year, our CEO and Chairman of the Board, Steve Saleen, was presented with the Legends of Auto Award at a ceremony held in Monterey, CA. Previous recipients of the Legends of Auto Award include such automotive luminaries as Lee Iacocca, Jay Leno, Roger Penske, and the late Carroll Shelby.

Our Open House on September 15, 2018 had a larger than expected turnout and was well received by all in attendance.

FINANCIAL RESTRUCTURING

The Company has completed the audit of its fiscal year-end March 31, 2018 financial statements and its financial restructuring program that was announced last year in October 2017. Virtually all of the Company’s $8.5 million of convertible notes was converted into equity, which had a dramatic positive impact on the Company’s balance sheet. The Company’s 2000:1 reverse split of its common stock was effective on December 19, 2017, with all preferred shares converting to common shares at that time.

Financial Statement Results:
● Current assets increased year-over-year. The majority of this increase related to an increase in cash and accounts receivable.
● Total liabilities decreased significantly year-over-year. The decrease in total liabilities was due to the conversion of $8.5 million of convertible notes and accrued interest during the fiscal year ended March 2018 and the reduction of other current liabilities due to the use of funds received from the Company’s private placement of preferred stock of $2.3 million in December 2017.
● Total shareholders’ deficit decreased year-over-year as a result of the conversion of $8.5 million of notes and accrued interest in December 2017.
● Revenue increased year-over-year and was attributable to increased revenue under the
Company’s engineering, design and production arrangement.

For the year ahead, we anticipate increased revenue from both our Signature Cars and under our engineering, design and development contract. Increased revenue and reduced expenses, combined with a stronger balance sheet, should lead to increased value for our shareholders. The Company is working toward re-registering it’s stock and hopes to be trading again in the first quarter of 2019.

COME JOIN US

Every Saturday morning, from 7:00am to 9:00am, the Company hosts Coffee & Cars in conjunction with the City of Corona. Held in the parking lot of our Corona headquarters, this event draws 100 to 150 classic cars and their owners every week who get together to share their knowledge and show off their prized possessions. Everything from Model A Fords and Chevrolet Bel Aires to Vipers and Corvettes are on display, along with Saleen automobiles.

QUESTIONS?

Please contact Ronda Ferguson, CFO, for Saleen Automotive with any questions. She can be reached by email at rferguson@saleen.com or call her at 714-400-2121.

SAFE HARBOR STATEMENT – This release contains “forward-looking statements” that include information relating to future events and future financial and operating performance. The words “may,” “would,” “will,” “expect,” “estimate,” “can,” “believe,” “potential” and similar expressions and variations thereof are intended to identify forward-looking statements. Forward-looking statements should not be read as a guarantee of future performance or results, and will not necessarily be accurate indications of the times at, or by, which that performance or those results will be achieved. Forward-looking statements are based on information available at the time they are made and/or management’s good faith belief as of that time with respect to future events, and are subject to risks and uncertainties that could cause actual performance or results to differ materially from those expressed in or suggested by the forward-looking statements. Important factors that could cause these differences include, but are not limited to: fluctuations in demand for Saleen Automotive products, the introduction of new products, the Company’s ability to maintain customer and strategic business relationships, the impact of competitive products and pricing, growth in targeted markets, and the adequacy of the Company’s liquidity and financial strength to support its growth.

[Source: Saleen Automotive]

SPP RE-RELEASES 2000-07 SALEEN FOCUS BODY KIT

From our friend Spring Hebler.

Saleen Performance Parts Re-releases the 2000-04 Saleen Focus Styling Kit

Breaking News!

Saleen Performance has just announced they are stocking the 2000-2007 Saleen Focus ground effects kits. These parts are available NOW!

Saleen offered their serialized N20 and S121 production cars in 2004 and 2005. These new styling kits are perfect for the restoration of your 2004-05 Saleen Focus or add the aggressive Saleen styling to your standard Ford Focus.

For details and cost information, please contact Spring Hebler at Saleen Performance via email, shebler@saleenperformance.com or call 800-888-8945 with your name and phone number.

You can also join Saleen Performance on Facebook: https://www.facebook.com/saleenspeedlab/

Be sure to mention you saw it on the Saleen Forums at soec.org!

Click here to participate in the discussion.